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8/20/2019 Vintage Airplane - Jun 2008
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8/20/2019 Vintage Airplane - Jun 2008
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G OFF
RO ISON
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATON
Keeping
ahead
of
the
government
It
is
difficult for me to believe that
it's June already. A lot has been going
on in Oshkosh since I last spoke with
you in the May Straight Level.
We
held our spring Vintage
Aircraft Associ-
ation board of directors meetings in late
April
and
all
went
well
in conducting
our routine business of the association.
The week
was
a difficult one for all
of us when just days before
we
learned
of the sad news regarding the deathof
one of our most distinguished board
members, Dean
Richardson.
Dean
served
as
the chairman of the Classic
Aircraft Judging Committee
at
Osh
kosh for many years. Dean also served
as
our chief judge of the Vintage
Air-
craft Association,
and
served honor
ably and with great distinction on
EM's Judging Committee in Oshkosh.
Dean was the commensurate pro
fessional. He always offered up a real
touch of class by professionally en
gaging himself in the "business" of
the
association.
t
is this
involve-
ment from Dean that will be dearly
missed. When I attended the services
for Dean, I was
not
surprised to learn
just
how
deeply
he
was involved in
has seemingly eliminated any oppor
tunity
to
locally
purchase ethanol-
free auto fuel. There are a
number
of
antique
aircraft owners
who
live in
the
Northwest who apparently can
no longer
fly
their aircraft simply be
cause of
the
lack of fuel. This of course
is
nothing short of catastrophic to our
movement. t
affects
owners
who
make a living with
their
aircraft, as
well as those of us who enjoy flight
as an
avocation.
Be
assured that
our
many
soldiers in the industry and reg-
ulatory affairs department
at
EAA in
conjunction with support from your
Vintage Aircraft Association, will con
tinue the battle and engage ourselves
on the front lines of this important
issue. The time has come that we
need
to
engage ourselves
wherever
and
whenever the necessity arises
to
get this issue addressed in a fashion
that
is
fair and equitable for all con
stituents. EM/VAA need to continue
to
communicate our
position at
ev
ery level of government and industry
to
provide resolution
to this
critical
threat to our way of life and leisure.
Our leadership inside the beltway
ment funding that will be available to
our local airfields. This Band-Aid ap
proach
is
likely to continue until the
leadership
sees fit
to do the right thing
and end the debate.
When
this issue of
Vintage Airplane
hits your mailbox, we will be
down
to
SO-some days before AirVenture
Oshkosh. It's still
not
too late to begin
your planning
to
attend the World's
Greatest Aviation Celebration. Where
else
in the world can you find
so
much aviation
innovation
right at
your fingertips? Start your planning
by visiting www AirVenture org
The sights and sounds of this event
will mesmerize all in attendance. f
you have never attended, it
is
difficult
to
describe what happens at AirVen
ture each year. It
is
where everybody
engaged in aviation worldwide wants
to
be in July of each year.
You
have
to see it to believe it. You've got to be
there. f you haven t already viewed
the
Oshkosh: The Spirit
o
Aviation
video presentation recently released
by the EAA
go
to www AirVenture
org/2008/news/080214_video html
This video does an excellent job of
http:///reader/full/www.AirVenture.orghttp://www.airventure/http:///reader/full/www.AirVenture.orghttp://www.airventure/
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J U
N
E
VOL 36, NO 6
2 8
CONTENTS
IFe
Straight Level
Keeping ahead
of the government
by Geoff Robison
2 News
5 2008 Sun
n
Fun Fly-In Awards
6 Sun In Fun 2008
Rising to the challenge
by H.G. Frautschy
5
Flying the irecracker
Cross-country
in
a closed-course racer
by Pat Halloran
8
A Family Heirloom Finds a New
Home
The Meredith family
by Budd Davisson
4
KZ
II
Kupe
A Danish delight
by Norm Petersen
6
Light Plane Heritage
Hey, Mister, Your Prop s Broken! The history and theory
of
the Everel
prop
by Bob Whittier
33
The Vintage
Instructor
Quit Stallin'
by Doug Stewart
36
Mystery Plane
by H.G. Frautschy
STAFF
EAA Publisher
Director of
EAA Publications
Executive Director/Editor
EAA Art
Director
Tom Poberezny
David Hipschman
H.G.
Frautschy
Olivia
P Trabbold
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FAA
Reauthorization: White
House
Threatens Veto,
Bill
Stalled
in
Senate
Just when it seemed the FAA Re-
authorization legislation
(HR
2881)
was coming together-without user
fees-White House officials threat
ened a presidential veto if user fees
were left out.
A Statement of
Administration
Policy issued by
the
Bush Admin
istration on April 29, states,
If
the
President is presented with a bill that
excludes the critical reforms pro
posed by the Administration . . . his
senior advisors would recommend
that he veto it.
On May 6, the Senate failed to act
on
HR
2881, despite a compromise
reached between the Senate Finance
and Commerce committees, thereby
forcing the FAA to continue operat
ing on a continuing resolution
that
will expire on June 30, 2008.
That
compromise eliminated the admin
istration's proposed $25 user fee for
instrument
flight rules
(IFR)
flights
that caused widespread opposition
in the general aviation community.
The compromise also reportedly
would maintain excise taxes for fund
ing
the
FAA and the aviation trust
fund
,
with an
increase in general
aviation jet fuel taxes from 21.8 cents
per gallon to 36 cents but
no
increase
in the avgas (l00LL) tax. This could
mean extended
and
protracted con
tinuing resolutions, leaving
unre
solved the questions of user
fees and
April, and the conclusion has been
largely favorable . We've received
a steady
stream
of
correspondence
from EAA members asking ques
tions and sharing thoughts about
the
proposed rule revisions, said
Earl Lawrence, EAA vice president
of industry and
regulatory
affairs.
The
feedback has been generally
agreeable, with the recognition that
the
collective revisions aim to better
align
the
sport pilot and light-sport
aircraft regulations with traditional
pilot certificates and ratings.
For a complete listing of
pro
posed changes, visit www.EAA.org/
news/2008/2008 04 24Jevisions.asp.
EAA
members
are encouraged
to
submit comments
to the
FAA,
copy
ing EAA as well.
Send
copies
to
govt@eaa org To submit
comments
to the FAA, visit www.
Regulations
.gov
and
enter Document ID FAA-2007
29015-0001. Deadline for submis
sion is August 13, 2008.
Third
EAA
Chapter
Leaders
Academy Held
More
than
two dozen EAAers from
throughout
North America were in
Oshkosh
in
mid-April for
the
third
EAA Chapter Leaders Academy.
Participants discussed a wide range
of chapter-centered
topiCS,
including
recruitment, programs, and fundrais
ing,
and
conducted focus group ses
sions regarding chapter websites
and
EAA s new student membership. The
feedback was overwhelmingly posi
2009.
Chapter
leaders interested in
attending a future academy should
contact
the
EAA
chapter
office
at
chapters@eaa org
EAA AirVenture
Oshkosh:
An Annual Aviation
Homecomin
g
Aviation enthusiasts from more
than 60 nations are preparing
to
come home next month home
to
the annual
family reunion
that
is
the
56th EAA AirVenture Oshkosh.
Like every year,
the
excitement is
building as we prepare to welcome
the
world to Oshkosh once again,
said Tom Poberezny, EAA president.
Among the confirmed highlights
for AirVenture 2008, July 28-August 3:
•
More
than
2,500 show
p lanes - f rom vintage
models
to
ultralights-including
nearly
1,000
homebuilt
aircraft.
The F-22 Raptors and the Good
year blimp return.
• Rocket Racing League exhibi
tion races as well as the Nemesis NXT
Speed Blast world-record attempt.
• Warbirds in Review programs,
with historic aircraft and personali
ties, pyrotechniCS,
and fly-bys.
•
NASA s 50th
anniversary
with
aircraft on display
and
special pre
sentations.
•
The
newest
innovations from
more than 800 exhibitors.
Learn more about
EAA
AirVenture
Oshkosh 2008
at
www AirVenture
.org.
FBOs Provide
Fuel
Discounts
for
http:///reader/full/www.EAA.orgmailto:govt@eaa.orghttp:///reader/full/www.Regulations.govhttp:///reader/full/www.Regulations.govhttp:///reader/full/www.Regulations.govhttp:///reader/full/www.Regulations.govhttp:///reader/full/www.Regulations.govmailto:chapters@eaa.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.EAA.orgmailto:govt@eaa.orghttp:///reader/full/www.Regulations.govmailto:chapters@eaa.orghttp:///reader/full/www.AirVenture.org
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to participate
in
this program, send
your information
and
special offers
to Webmaster@EAA.org.
Get Your
2008
EAA
AirVenture
NOTAM
The EAA
AirVenture Oshkosh
2008 Notice
To
Airmen
(NOTAM) is
required reading
and an
important
part
of
your
preflight
preparation.
The
NOTAM
outlines all arrival/de
parture procedures, radio frequencies,
Wittman
Regional Airport details,
and much more. There are updates
in
nearly every area to
enhance
safety,
effiCiency,
and convenience.
You can download the
NOTAM
from
the EAA
AirVenture website at
www AirVenture org/2008/flying/2008_
notam pdf
Special flight procedures
are
in
effect for
Wittman
Regional
Airport
and
alternate airports from 6
a.m.
CDT on Friday,
July 25, to 11:59
p.m.
CDT on
Sunday, August
3,
2008.
EAA
AirVenture Oshkosh runs from
July 28-August 3. For a copy of
the
printed booklet, call 800-564-6322.
One-of-a-Kind Restored
Boeing
40
Flying
to
AirVenture
Addison Pemberton s restored
Boe-
ing 40C, created from the ruins of an
airplane lost in an accident 80 years
ago, will be
on
display at AirVenture
2008. Pemberton,
EAA
154948, Spo
kane, Washington, resurrected the
air-
plane using parts from the original
as
well
as
another 40C from Alaska. Look
for
the airplane in the Vintage aircraft
parking area across from the Vintage
Aircraft Association s
Red
Barn.
The Boeing Model 40 was a state
sion
of
an airworthiness
directive
(AD) concerning
the
lower wing strut
attach
fitting (part number
A-All
for Taylorcraft
A, B, and
F series air
planes. The AD,
number 2008-09-18,
finalizes
proposed
FAA
AD
2008
0177, calling for a one-time inspec
tion
of
the
attach fitting for aircraft
based
on
land,
and
a repetitive in
spection
for
seaplanes and
those
aircraft equipped with skis. The effec
tive date of
the
AD is
June
6,
2008.
The
AD
is
the
result of
an
inves
tigation into
the
cause
of
the
fatal
crash last August of a float-equipped
Taylorcraft BF-12-65. The
FAA
states
in
its findings
that the
aircraft suf
fered a corrosion-related failure
of
the
lower wing strut attach fitting.
In their comments
to
the
FAA
con
cerning
the
proposed
AD,
EAA
and
its Vintage Aircraft Association,
and
four
other
commenters, pOinted
out
that
the
Taylorcraft fuselage structure
is
composed of welded steel
tubing
and
flat plate fittings.
That type of
structure
is
well
within the
scope of
repair practice for
an
airframe and
powerplant
(A P)
mechanic experi
enced
in
maintaining aircraft of
that
vintage.
EAA
and
VAA commented
that
it is
reasonable
to
expect an
experienced
mechanic to
have suf
ficient information
and
means avail
able
to
rebuild
the
fitting area
with
guidance from
AC
43.13-1B.
In the final rule,
the FAA
agreed
that
repair of
the
Taylorcraft fuselage
welded structure
is
within
the
scope
of repair criteria
and
guidance pro
vided
in AC
43.13-1B.
As
a result,
the
FAA added language
in
paragraph
(e)
Upcoming
Major
Ay-Ins
Golden West Regional Fly In
Yuba County Airport Myv),
Marysville, California
June 6-8, 2008
www.GoldenWestFlyln.org
Virginia Regional Fly In
Suffolk Executive Airport SFQ),
Suffolk, Virginia
June 14-15, 2008
www. VAEAA.org
Arlington Northwest Fly In
Arlington Municipal Airport
AWO),
Arlington, Washington
July 9-13, 2008
www.NWEAA.org
EAA AirVenture Oshkosh
Wittman Regional Airport OSH),
Oshkosh, Wisconsin
July 28-August 3, 2008
www.AirVenture.org
Mid Eastern Regional Fly In
Mansfield Lahm Regional Airport MFD),
Mansfield, Ohio
TBD
.MERFI.info
Southeast Regional Fly In
Middleton Field Airport GZH),
Evergreen, Alabama
TBD
www.SERFI.org
Rocky Mountain Regional Fly In
New Date)
Front Range Airport FTG), Denver
Watkins), Colorado
September 19-21, 2008
Copperstate Regional Fly In
Casa Grande Municipal Airport CGZ),
Casa Grande, Arizona
October 23-26, 2008
.Copperstate.org
U.S. Sport Aviation Expo
Sebring Regional Airport SEF),
Sebring, Florida
mailto:Webmaster@EAA.orghttp://www.airventure.org/2008/flying/2008http:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VAEAA.orghttp:///reader/full/www.NWEAA.orghttp:///reader/full/www.AirVenture.orghttp://www.merfi.info/http://www.merfi.info/http://www.merfi.info/http://www.merfi.info/http:///reader/full/www.SERFI.orghttp:///reader/full/www.SERFI.orghttp:///reader/full/www.SERFI.orghttp:///reader/full/www.Copperstate.orghttp:///reader/full/www.Copperstate.orgmailto:Webmaster@EAA.orghttp://www.airventure.org/2008/flying/2008http:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VAEAA.orghttp:///reader/full/www.NWEAA.orghttp:///reader/full/www.AirVenture.orghttp://www.merfi.info/http:///reader/full/www.SERFI.orghttp:///reader/full/www.Copperstate.org
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2008-4-09, removed the eddy current
inspection
process
and
added a ra
diographic inspection method, with
modifications
to
the inspection in
terval as a result of those changes.
New
rctic and
Interstate Type Club
The
Arctic
Interstate
League
TAIL) dropped us a
note
telling us
it is up
and
running, and looking for
members. It looks forward
to
bring
ing together owners, pilots, mechan
ics, factory personnel, historians, and
interested enthusiasts. Its goals are:
1.
An aircraft locator
that
has
a
picture of each airplane or
project
with the most updated contact infor
mation
for the owners (more up
to
date
than
the FAA
database).
2.
A repository for blueprints
and
technical data
on the
airplanes
that
can be shared by the membership.
3. A listing of
FAA
Form 337s for
major repairs
and
major alterations
on the airplanes
to
be used
by
the
membership
as
a basis for obtaining
future field approvals.
4. A parts locator
service-wants
and
disposals for Interstate/Arctic
parts and/or services.
5. Any historical
data
or stories
about
Interstate airplanes,
pilots,
builders,
and
mechanics
to
preserve
the history for future generations.
It will initially support its efforts
with T-shirt sales,
and
to keep costs
down and avoid charging dues, it'll
send a quarterly newsletter via the
Internet. For further information or
input, attend the
first
membership
meeting; time and place to be posted
Dean Richardson
after serving a
number
of years as a
volunteer
in classic judging,
Dean
was elected
to the
board
as
a director
in
1994,
and he
lent his expertise
in
a variety of positions
and
served as
the
chairman of
the VAA
Past Grand
Champion
Reunion for eight years.
At Dean's
memorial
service, his
daughter, Erin, reminded
us
of
Dean's love for anything with spark
plugs. His last airplane project was
one
of
those
oh,
wow airplanes.
Already a
good airplane when he
bought it,
Dean's eye
for
the
de
tails that mattered
made
that 1966
Cessna 180
the
best of
the
bunch.
Dean's contributions to
the
board
went well beyond
his judging
ex
pertise. Dean's professional career
spanned
47 years
at
Research Prod
ucts Corporation (you know it best
as the maker of the Aprilaire series
of
home
heating
and
cooling system
products)
in Madison, Wisconsin,
Dennis R. Trone
Dennis
R.
Trone
1930 2008
EAA
584,
VAA
9214
Raised in Rushville, Illinois,
Denny
Trone graduated from
the
United
States Naval Academy
in
1954, and
he
married
Elizabeth
Fi-
ala
that
same year. He later gradu
ated from
the Naval
Postgraduate
School and spent
a
total of nine
years as a
naval
officer.
Denny and h i s young r
brother
and
best
friend, Robert
(Moon), bought
a
half-interest
in
the Dubuque Boat and
Boiler
Company.
Over
a 10-year
period,
many boats
were
built, includ
ing the riverboat
alisman
and
steamboat Julia Belle Swain After
the excursion boat wilight was
built, the business
was
moved to
Galena, Illinois.
In
2006, Denny
sold
his
riverboat
business
and
intended to
retire so he
could
de
vote
more time
to his enjoyment
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2008
Sun
n
Fun
Fly In
Awards
ANTIQUE Before Aug. 31, 1945
Best Cabin Antique
1938 Beech F17B Staggerwing,
N49301
David Keith, Ocala, Florida
Best Silver Age
1929 Curtiss Robin,
N781
M
Richard Epton, Brooks, Georgia
Outstanding Transport Category
1936 Lockheed 12A, N2072
Joseph Shepherd, Fayetteville, Georgia
Best Custom Built
1940
Waco UPF
-7, N2
990
9
Hobby Hill Aviation, Weirsdale,
Flo
ri
da
Outstanding Custom Built
1943 L-5 Stinson, N5015N
Vincent Grosso, Oak Hill, Florida
CLASSIC Sept. 1 , 1945, to Dec.
31
, 1955
Grand Champion
1952 Cessna
195
N1571D
Stan Sweikar, Dameron, Maryland
Best Custom Classic over
165 hp
1947 Cessna 195 N4395N
Calvin Valerie Arter, Mulberry, Florida
Best Custom Classic 0-100
hp
1949 Cessna 140A, N9489A
Janeen and Dennis Kochan, Winter Haven, Fl orida
Outstanding Classic Aircraft
1946
Globe Swift, N37
29
K
Steven Roth , Madison Virginia
Outstanding Classic Aircra
ft
1948
Cessna
195
N195KR
Richard Kizer, Grottoes, Virginia
Outstanding Classic Aircraft
1948
Cessna 170, N4252V
Daniel Wood, Newman , Georgia
CONTEMPOR RY Jan. 1, 1956, to Dec. 31, 1970
Best Contemporary
1956 Meyers 145
N34379
Janeen and Dennis Kochan, Winter Haven, Florida
Outstanding
in
Type
1962
Saab 91D, N91SB
Lars De Jounge, Vero Be ach,
Fl
orida
Outstanding
in
Type
1960
Cessna 172A, N7502T
Chip Davis, Apex, North Carolina
Outstanding
in
Type
1960
Piper Comanche
25
0, N64
55
P
W. Lee Hussey II, Martinsville, Vi rginia
Best Custom
1957 Cessna
172 N8377B
Bob Schaeffer, Tyron, North Carolina
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T
he demanding weather conditions that
greeted volunteers and attendees for
the
2 8 ed
ition of the
Sun
'n Fun
Fly- In at Lakeland, Florida, were cer
tainly the most challenging in recent
memory,
and
I'm sure it
won
't surprise you to
learn that the volunteers who were respon sible
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Flightline Operations o-
chairman Don McLendon
drives a huge roller over
the Vintage parking area
The rains of
the
previous week
made it impossible for the Sun 'n
Fun volunteers to cut the grass,
and the 4-1/2 inches
of
rain on
Sunday night made the grounds so
soggy, airplanes couldn t be
taxied
over the sodden turf.
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Left: Willie Ropp s prewar Aeronca
Chief on Edo
floats
was flown for
many years
on
Michigan s Drum
mond Island; recently restored , i t
now makes its home in Florida.
Below: The sparkling interior
of
Willie s prewar Chief.
PHOTOS H G FRAUTSCHY
The Larson family stands
next
to
its
one-of-a-kind
Cessna Airmaster mounted
on Wipline amphibious
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The Sun n un grounds
on
Friday, April 11
PHOTOS H G FRAUTSCHY
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The 1947 Piper
PA-l l of Island
Seaplanes in
. r ~ ~ ; ~ Crescent City,
Florida, sits with
its floats resting
on
the
sandy shore
of Lake Agnes, ad-
jacent to Fantasy
of Flight.
PHOTOS H.G. FRAUTSCHY
Above: The interior of
the J 4E
is
stock
right up
to the
vertical float-
type fuel gauge
sticking
out from
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Above: Willie Ropp s Curtiss-Wright
Travel Air biplane (winner of last .
year s Best Aoatplane Fabric sea-
plane award) is pulled tails-up to the
shoreline with the Larson family s
Cessna Airmaster, which is mounted
on
amphibious Wipline floats.
This fine-looking 1959 Cessna 150
has been converted to a tailwheel
airplane. When converted,
it
seems
easier to see the Cessna 140 heri
tage the 150 shares. George Jones
of Princeton, Kentucky, owns 93E.
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Tim Kirby
of
Ocala, Florida, is
the pilot;owner
of
this award
winning Boeing-Stearman
N2S-3.
It
was the Grand
Champion Antique in
2001.
The immaculate engine
compartment
of
Tim Kirby s Stearman.
Left: Julian Macqueen s
1943
Grumman G-44
is a sharp-looking McDermott conversion
to
a pair
of
265-hp Continental 1
0-470
engines.
The airframe was restored in
the
United King
dom, with
the
finish
work
completed in the
United States. Julian bases
the
Grumman in
Pensacola, Florida.
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The winner of an
Outstanding Classic
Aircraft award was
this highly polished
1948
Cessna 170
Dan Wood
is
the
hardworking owner/
pilot of 52V.
PHOTOS H.G. FR UTSCHY
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Gen. Pat Halloran taxis
in
with the replica Keith Rider R 4 Schoenfeldt Firecracker t the end
of his long cross country from
E
headquarters
in
Oshkosh.
lying
the
Firecracker
Gross country
in a
c o s ~ d o
u r
s ~
r c ~ r
L
ast
summer
a newly built
replica of
a
1930s air
racer made an appear
ance at
the annual
Osh
kosh air show. t was
called
the Schoenfeldt
Firecracker;
the original had been
a famous
winner in
a series
of National
Air
Race contests.
I t
was
flown by
a
young
Tony LeVier, later
to
become
one
of
Lockheed s most
famous
Y
PAT HALLORAN
but they
are rare, so we used com
ponents
from three inverted Ranger
200-hp engines
to
build up a beau
tiful
and
superbly
running
engine.
Tony
had
flown
the
original to 300
mph, and
I've
had the
replica close
to 200 mph.
I cruise
the plane at
about 175
mph true
airspeed
and
it
burns
9-10 gallons
per
hour.
We
have 40 gallons of gas, so it has rea
sonable cross-country
capability.
in
an
attempt
to keep
the
ball some
place
near the
center. Any distrac
tion
in
the
cockpit, such as folding
a
map
or making frequency changes
in the
radio
(of course, it's
on the
floor),
is
cause for great excitement.
At
the conclusion
of
E
Air
Venture Oshkosh I decided to leave
the
plane there
and then
to
fly
it
to
the
Sun
n
Fun Fly-In
at
Lakeland,
Florida,
in
the spring. t the
end
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he irecracker provides a nice centerpiece for the Friday night Florida
Sport Aviation Antique and Classic Association (FSAACA) dinner. Held just
prior to the night air show, there s always a nice turnout for the dinner.
fixed-base
op
erator at Tullahoma
was a classmate
of mine
from Avia
tion
Cadet Class 50-E from
my
days
in the Air Force.
The
next
leg took me to Eufaula,
Alabama, and weather again forced
an overnight stay. This
happened
to be the home of one
of my
early
U-2/SR-71
pilot buddies, so an
other
free
bed and
breakfast
were
offered
to
me. The
next morning
I
was able to finally
head out on the
last leg to Lakeland,
but thunder
storms
in
northern
Florida required
climbing the
little racer
to 11,000
feet
to
get
around
some
of
the
fast
bu
ilding
storms.
Too
much rain
just
before
the
fly-in
had
soaked
the
grounds,
closing off entire
ar
eas for
parking
on
Monday
. When
I arrived at
about
2:00 in the after
noon I found
myself making the
controlled
entry procedures all by
the conventional
go
fast
, turn
left
patterns involved
in
closed
course racing. Anyway, I headed
for
Apalachicola,
Florida, for my
first
stop
and spent the night with
an old U-2 buddy, the guy who dis-
It has a
~ r y
small tail and is
as dynamically
u n s t b l ~ as
anything
I v ~
~ v ~ r flown.
Theresa Airport
in New Mexico,
just west
of
El Paso, Texas. This was
the
worst
leg
of the whole flight
,
as
turbu
lence was extreme
at
every
flight level, and small, light planes
aren't much fun in such
condi
tions. It was also
the
l
ocation of the
toughest
l
anding, as
winds were 30
knots, gusts
to
45,
at
30 degrees
to
the runway. It 's
the
gusts
that get
you
in a light plane The
next day
I flew a
comfortable
flight
to
Tuc
son, where
I spent
the
night with
myoId
SR-71 instructor
pilot;
then
I flew into Riverside, California, for
the delivery.
Shortly after finishing the
plane
I modified it by
putting
a small
"
lipstick
camera under the nose
and
a sma ll video
screen
in the
cockpit to help me see where I was
going during
takeoff
and
land
ing, or in an emergency. t is also
great for
tax
iing.
The
main reason
I did that was
because
I was con
cerned abou t eventually having
to land on the 50-foot-wide run
way
at
Flabob. I
would
never have
been ab le to make that approach
with
any
confidence
without the
camera.
You
can't slip
this
plane
with
that
tiny
tail
or it will snap
on you
(I
discovered that little sur
prise
at
10,000
feet one day), so a
straight-in
approach
is pretty
stan
dard
. A constantly
turning
Navy
sty
le approach
on
a
wide runway
also
works
fine.
As
I
turned
final
at
Flabob
that
last flight,
I
had
a
beautiful view of the
full
runway
and an inviting
centerline .
God
bless
that
camera
I t
was
a
fascinating and
chal
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KNAPP
T
Be
sure
and
visit AU
A,
Inc., at Ai rVenture
July 28th
through August 3rd, 2008.
They
are in
South
East
Exhibit
Building B Booth# B-2005.
ce
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Once the carcass was
rescued
from oblivion, decisions had to be
made
as
to how
they
were going to
do the restoration. A cabin biplane
of
any
kind
is
an enormous
proj
ect
both because
of
its
sheer
size
and
the
complexity of
much
of
the
woodwork
and other components.
I t
was
too big
for Ted
to handle
alone, so
he
farmed it
out to
a series
of restoration shops.
Among
the
features that
fur
ther complicate
a
restoration
like
the
UEC
are
the wraparound
windows
in
the back,
which
Waco
literature of the
time
says were in
cluded so passengers used
to
being
able to "look
around
while flying"
wouldn't feel cooped up after being
used to open-cockpit airplanes. The
framing was
wood and quite
frag
ile, so virtually
none
of
those
orig
inal airplanes made
it to
modern
times with
the
framing intact.
Troy says, "We
were
lucky, as
the
wood was all there but
in
really
poor condition, but
we still
could
use it for patterns."
Those first cabin Wacos were an
who
could afford airplanes
prob
ably
drove to
the airport
in their
Packard limo or
Duesenberg,
and
they expected similar surround
ings
in their
airplanes.
Waco's re
sponse
to that
was
to
design a
new
fuselage for its
sprightly
F-2
open
cockpit biplane
that
could
easily
accommodate
four
people-
five if
those in
the
back were smaller
than
FAA standard
size,
which many in
the
'30s
were. Since
the
majority
of
the
country
still
depended on
dirt and
gravel roads, or trains, for
transportation,
the
115-120 mph
cruise of the
new
cabin birds
made
them
wildly practical for those
who
had
to be someplace else
in
a hurry.
However,
since
those first Waco
cabin biplanes
were
based on the
F-2
they
inherited
the
F-2's friendly
nature and
ability to get
in and out
of
short
strips with a load.
That
was
to make them popular
with rural
bush
operators,
sportsmen pilots,
as
well as companies.
Katie remembers, "Even
though
Ted was getting sick,
he
remained ex
cited
and an
integral part of
the
res
ric for the interior.
He
was involved
in the tiniest details right up to
the
end. From
the
dog-eared magazines,
(we) were able to piece together
the
color scheme after he was gone."
Troy
continues,
He
was
as
hands-on
as
he could
be,
consid
ering
the
airplane actually went
through
two restoration shops
and
a
number
of subcontractors
for
specialty services. For instance,
he
wanted
the
panel
to be a specific
type of wood, and he
was a really
good
woodworker. So
he went up
to
a
wood house and
came
back
with
a
big
piece
of exotic
veneer.
Then he researched the various
methods of vacuum
forming
the
wood to
the panel and sat down
and did it himself.
So,
when you
look
at the
panel, that
is
Ted Mer
edith's own craftsmanship.
At
the
same time, most of
the
instruments
are
the
originals
that
we
had
over
hauled,
and the comm and
tran
sponder
are
the tiny
Becker units
in
original holes and you
hardly no
tice
them.
The
fuselage itself
had not only
been ridden
hard,
but the years and
the elements hadn't
been
good
to
it.
Troy says,
We
wound
up replac
ing at
least 25 to
30 percent of the
tubing
because of
rust and
damage.
I f
there
was
any
doubt, we
simply
took
it out and put
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tern)
.
However,
sometime right
after World War
II
when 220-hp
W-670s from Stearman PT-17s were
a dime a dozen,
the
airplane was
converted, and when Ted brought
the airplane
home
that's the engine
that was on it.
The engine
only
had 400
hours' total
t ime
on it,
Troy
says, so we sent it down to Saun
ders Aircraft
in Mustang,
Okla
homa,
to have
i t overhauled.
At
the same
time,
we
replaced
the
original fixed-pitch Curtiss Reed
prop that had
been
shortened too
much with
a
Hamilton Standard
ground-adjustable unit.
None of the sheet metal
on
the
airplane could be used for anything
other
than
patterns,
and
that in
cluded
the
cowling.
The
landing
gear was rebuilt
with
newly manufactured parts,
and
the
old
mechanical
brakes and wheels
were replaced with
more
modern ,
more
easily
supported 10-inch
Cleveland units controlled with
toe brakes, rather
than
the original
Johnson bar. At the same time,
they
installed a lock
on the
original tail
wheel and used the Johnson bar as
a tail wheel lock control. Because
this was to be a heavily flown air
plane, reliability
and
safety were
constantly
on
Ted's mind, so these
small deviations from original were
deemed necessary for the mission.
The same
concern
for safety
and
consistency led the Meredith team to
replace all
the
old wood in
the
wings,
rather
than
try to save some of it.
It was all 70 years old, and it didn't
try to
be
traditional and put dope
over cotton or linen . This way the
finish and fabric
wouldn't
be a fac
tor in the airplane's usability.
After more than six years, the
airplane was barely finished in time
to make its debut
at
EAA
AirVen
ture Oshkosh 2007, and as
would
be expected, it
was
an instant
hit
and took home the Silver Age Run
ner-Up award. Then in a stunning
display of generosity, Katie offi
cially handed over the airplane to
Tom Poberezny and EAA during the
Memorial Wall
ceremony
on
the
last day of AirVenture.
Katie says, Ted
and
I
had been
going to Oshkosh for years, and he
had been
on
the President's Coun
cil, so his idea of making
the
air
plane
part of the EAA was natural.
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KZ
Kupe
A Danish delight
BY
NORM PETERSEN
Designed
in 1937 by
two Danish
aircraft
design-
ers, Viggo Kramme
and
Karl
Zeuthen KZ II Kupe Oscar
Yankee-AEA was the last of 13
in AEA
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Lead and above: These
factory photographs are
of
the last
of
the 13 aircraft that were built.
Only
three survive today.
Two
are in
Denmark
and one
is in Switzerland.
One - -
_
is registered
as OY
-
AEAj
the other
Dan
ish
KZ
II is
OY-DHK
serial number 23
owned
by
the
Simon
Scott family.
Havilland Gipsy Minor rated
at
90
hp . From Sweden the aircraft was
sold to Finland, and from there it
came
back
to Denmark, where a
Danish
antique
airplane collection
owns it. The aircraft
is once
again
registered
as
OY
-
E
in
Denmark.
Well,
for
fabric-covered
airplanes, anyway .. we
got
the
idea from Ponce.
It's called rejuvenation, and itworks great with real
dope
finishes. Spray
our
rejuvenator over aged dope;
it soaks
in
and restores flexibility for years of
added
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Light Plane Heritage
ORIGINALLY PUBLISHED N E Experimenter NOVEMBER 994
Hey,
Mister,
Your Prop's Broken!
The history and theory
o
the Everel prop
BY
BOB
WHITIIER
Left: Nose of the author's Taylor E 2 Cub photographed
in
the early 1960s Several flights were made to evalu
ate the Everel prop's performance. It was concluded that it was fairly good, but fell short of being spectacular.
At right: With the 40-hp Continental engine idling,
you
can clearly see
the
blur created
by
the counterweight
that replaces the missing blade.
At
any
large fly-in,
in the
ultra
light
section,
one
will see
an
ap
preciable number
of three-bladed
propellers.
And over in the war
birds
section, props
having from
three to
five
blades
are so
numer
sible
It'd
be all
out
of
balance "
But
as
a
matter of fact,
back
in 1937 and 1938
a
one-bladed
propeller
was on
the market and
quite
widely advertised and publi
cized
in aviation
magazines. Ask a
the family names
of
a
very
good
propeller
engineer named Walter
W.
Everts
and his partner, Frank
Ellington. It
was
manufactured in
fair
numbers and
sold
to
owners
of
the model J 2
Taylor Cubs
then in
ous conclusion. Actually, because
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it was based on a quite
sophisti
cated
and
therefore expensive hub
machined
out of steel, the Everel
sold for
what
was for its time a
rather high price. s nearly as can
be ascertained today,
the
price was
around 225 and
that
was a lot
more
than the
35
that
Cub own
ers were accustomed to
paying
for
the
new
Sensenich two-blader.
The
Everel was ,a good
demon
stration of
the
truth
of the state
ment
that
there
is always more
than
one
way
to do
something.
Its story is but one of many about
clever and enterprising
people
who, although
now forgotten,
contributed in some way to
the
progress of light-aircraft design.
It's also a demonstration of the
fact that we can all look at some
thing
for a
long time without
be
coming aware of significant facts
incorporated in it. To look at an
Everel, for example, it would take
you
quite
a while to finally
notice
that its single blade is 3 inches
longer than either
blade
of a stock
69-inch two-bladed propeller on a
40-hp Cub.
But those extra 3 inches out at
the
Everel blade's tip resulted in
a swept circle 6 inches greater in
diameter
than that
of the
two
blader. This means
that the
Everel
threw back a
significantly
larger
column of air. And that's what
gives a plane its get-up-and-go.
Anyone having a fair amount of
technical knowledge will quickly
object
that
that's a neat theory but
also a technical pitfall, because the
Above: Note the changed positions of the squarish metal cheeks th t
ride
on
the main hub s trunnions. This was the basis for the Everel s abil-
ity to change blade pitch. Below: s seen from the end like this, the tip of
the blade could swing forward or backward approximately 3 inches. Due
to the angle given to the trunnions, this resulted in change of pitch.
the blades
and
then obviously the
full 40 hp is available to drive the
remaining one.
To keep the engine from over
speeding as a result of all 40 hp
going
into the
one
remaining
blade,
the thing
to
do
would
be
to lengthen
it by 3 inches. s the
outer
parts of a blade travel faster
tie in order to struggle
up
to cruis
ing altitude of around 1,000 feet.
When a fast-turning two
bladed propeller pulls along a
relatively
slow pace, a situation
exists in which one
blade
works
in air that has been disturbed
by the other
one. Neither blade
then
works well, because its airfoil
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Left: During the propeller s development stage
in
1937, test pilot Arthur S. Pierce flew this
J 2
Cub 3 , miles
across the United States. This early model of the Everel shown had a cylindrical counterweight and rather bu lky
hub , both of which caused air resistance. The production model was smoother looking. Right: A larger version
of this prop was tried out on a Warner-powered Cessna four-seater.
sign
shortcomings
, but
these
were
soon rectified. The
Continental
A-40 came along just in
time
to be
the engine e.G . Taylor needed to
make his
new E 2 Cub
a successful
design . By 1934 and 1935 the low
priced and tractable but boxy-look
ing Taylor Cub E 2 was selling well
for those times . Created in 1936
by giving the E-2's basic structure
a restyling job, the
much
cleaner
looking J-2 began to sell very well.
I t offered safe, economical flying
for a population still hurting in the
wallet from the lingering Great De
pression of
the
1930s.
Word got around that other air
plane firms were
developing
light
planes to
get in
on
this
growing
market.
This was
observed
with
keen interest by the propeller ex
fast, they got pretty hot, and cyl
inder wall
scoring
became a
com
mon problem. Everts saw this as
the opportunity for which he had
been looking.
We have already
pointed
out
two
advantages of the single-blade
idea. But, i
one
blade were to be
sawn off a
standard
wooden pro
peller and replaced with a coun
terweight ,
the
resulting crude
one-blader
would balance all right
on a balancing stand. That is to
say, it would be in static balance.
But in actual flight all of the thrust
would
be
generated
by
the
one
re
maining blade. Assuming the cen
ter of thrust would be acting a
couple
of feet
out
from the
hub,
the propeller shaft
and
its support
bearings
would
be subjected to
tach the
blade
and
mate
with
these
trunnions.
In other
words,
the blade had what we can call a
floating
attachment .
Centrifugal force
acting
on
both
the blade and its counterweight
created a sort
of
seesaw setup,
such that the propeller
shaft
expe
rienced only a pull
acting
straight
forward on its centerline . This
spared the
shaft
and
bearings from
the aforementioned
punishment
.
You'd assume these trunnions
to
be
positioned
at 90 degrees
to
the propeller blade . And here we
come to an
impressive
example
of
engineering
brilliance. Ev
erts
located the
trunnions
quite differ
ently. Assume that you are stand
ing in front of a Cub fitted with
an
Everel prop
and
l
ooking
directly
and backward
on
the tip. You will
ably reducing bending moments
ment about the
propeller center
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see
that it has
a range of
move
ment of
about
3 inches. And then
it will strike
you
hard Due
to
the
aforementioned
positioning
of
the
trunnions
and thus
of the piv
oting
axis,
you
will see
that
as you
move the
tip this
way, the blade
pitch
changes
The Everel was in fact a propeller
that changed pitch automatically
in response
to
changes in
engine
and
airplane speed,
and thus to
centrifugal force and blade
thrust.
With the engine running at
full
throttle
upon
beginning
a takeoff
run, the blade
went
into low
pitch
to
provide good acceleration. Dur
ing climb-out,
the throttle
would
still be
open
wide, or at least almost
so, but the
plane s
forward
speed
would be greater. The blade then
assumed an
intermediate
pitch
well suited for good climb. Once at
cruising altitude the
engine
would
be throttled
to
cruising rpm,
and as
the
plane gained speed upon being
trimmed
for level l i g h ~ the blade
went into high pitch for best pos
sible cruising speed.
The paragraphs which follow are
taken from
an
article that Mr. Everts
wrote for
the
September 1937 issue
of
the
old
e
ro
Digest
magazine.
liThe Everel single blade propel
ler is a statically and dynamically
balanced unit, the blade
being
bal
anced by a suitable
counteweight.
The line passing through
the
cen
ter of
gravity
of the
blade
and
center
of
gravity of
the counter
weight
passes through the center
of rotation as shown in the dia
within the blade. In the
conven
tional
propeller
the maximum
bending
moment occurs at
the
hub,
while
in
the single blade pro
peller it occurs
at
the
aerodynamic
center
of pressure
of the
blade
and
is of smaller
magnitude
than the
bending moment at the center
of pressure of
an
eqUivalent two
blade propeller.
liThe Everel propeller is
of the
automatic
variable
pitch
type, this
feature
being obtained
by
means
of
an
axis
(B-B
in
Figure
1)
within
the
hub
about which the
blade
is
free to
move. This
axis is set at a
suitable angle to the centerline
of
the blade. When the blade
de
flects
forward
about this axis,
it
performs two functions:
I l l
The
air
thrust produces a
moment
about
the
center of
the
propeller, causing it
to
deflect for
ward.
When this
forward
deflec
tion occurs, the centrifugal
force
of the propeller also sets up a mo
to
balance the air
thrust moment.
The blade will deflect forward only
as far as is required for the centrif
ugal force moment
to
equal
the
air
thrust moment. This condition is
shown
in
Figure
2,
in which
the
fulcrum (F)
represents
the inter
section of
the
propeller
movement
axis
and
the center of rotation.
liThe following equation dem
onstrates
the
balance
of forces ex
isting
in
the propeller:
IIThrust x r
counterweight
aerodynamic
drag x
r = CF coun
terweight
x Lever Arm ab CF
of
Blade x Lever Arm cd
II(Thrust) r2 D x r1 =
CF
counter
weight x r1 sin 0 CF
Blade
x
r
x sin 0
where 0 equals the angle of deflection.
112. The
pitch
of the blade de
creases when the
forward
deflec
tion occurs
thus permitting the
engine to turn faster, and aiding
take-off and climb. As
the
airplane
increases its
airspeed,
the aero
dynamic thrust becomes lighter
Bunds
bounce right oft
the
Po.y-Fiber .. see?
W
e here at Poly-fiber are mighty proud to help heroes
like
Captain
Eddie defeat the dreaded Hun in the skies over france by covering
his ship with
the
toughest. easiest-to
repair fabric known to man. It's easy to
apply. too. even Over There. and
it ll
see
and the centrifugal
8/20/2019 Vintage Airplane - Jun 2008
32/44
force
of
the
propeller
reduces the
amount
of
blade deflection,
thus
increasing the pitch.
The increased pitch in
the condition
of lower
air
load
permits better
B
cruising and maximum
speeds. This
character
istic is also desirable
for
altitude flying.
In
summing
up the
pre
ceding paragraph, the
- -. f
~
forward deflection of
the blade reduces the
pitch;
and conversely,
the
rearward deflection
Figure 2
increases
the
pitch.
The
single-blade
propeller can be de
Geometry of the Everel one-bladed propeller. Changes
in
a plane s speed and engine
signed to operate at
a
rpm caused the thrust of the single blade to work against the centrifugal forces act
more
efficient
angle
of
ing
on
blade
and
counterweight, such as to let the blade tip move forward
or
back
attack
than the fixed
ward. This
in
turn caused the blade pitch to change due to the angle, , t which
pitch
two-blade propel
the hub trunnions were positioned
in
relation to the blade.
Figure
.
o
I
~ t h r u s t
r 2 ~ ~
~ r ~ . ~ I
.
.
.
. . . ~ ~ 1 .
-
: _
.
1
f
-
. .
.
~ r 1 1
a
:=:
= ~ : t : I ~ = : :
= .1..
IJ ,L
- - Ib . .
.
ler;
that is
to
say it op
erated closer
to the maximum LID
point
of the airfoil characteris
tics.
f
a two-blade
propeller
were
designed to operate
at
this point
when
flying
at maximum speed,
the
takeoff
performance
would be
comparatively poor.
An
accompanying
photo
of a
disassembled
Everel
will
help to
understand how
theory was
put
into practice. Farthest
to the
left
is
a steel
counterweight shaped
like
half of
a
sphere. I t
screws
onto
a
long,
thick-walled
steel
tube that
fits
into the
end of
the wooden
propeller's hub section. A
smaller
counterweight
of cylindrical
shape
stub that houses the above-men
tioned counterweights. On each
end of
this
bolt
a suitable
number
of small washers are
installed
as a
means of fine-tuning the rate
of
pitch change to suit
a particu l
ar
engine and
airplane
combination.
The
front and
rear
flanges that
hold the wooden blade
assem
bly
have
ears
on them, through
which
two very stout bolts
pass.
They hold everything
together
against centrifugal force.
The propeller hub cap clearly
visible
in the photos is an impor
tant part
of
the operating
setup.
t
houses a rubber
ring about the
size
sively
as
some
promotion
claimed.
Cubs
didn't
carry
the kind of
in
strumentation needed
to
make ac
curate performance measurements,
but pilots could sense a shorter take
off
and
better climb. Cruising speed
was boosted by something around 5
miles per hour.
The
Everel had quirks one
might not
grasp just from looking
at one.
Long spells of dry or
damp
weather
would alter the
wooden
blade's
moisture content
and up
set balance.
Then the prop had to
be
removed
and
put
onto
a balanc
ing
stand.
A few weeks
or
a
month
later, a
change in the weather
pat
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tay Informed
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Here's the Everel dismantled and the various parts laid out
to
show how
they went together. The article explains
the
function of each. The wooden
blade was made much like that on a common Sensenich two-blader.
the ship's center of gravity for
ward enough to be concerned
about.
When flying solo from
the
rear
seat the plane balanced out
all
right
. But if a large and a small
person were to go flying in a tan
dem-seated
Cub,
it was
advisable
for the heavier of the
two
to sit in
the rear seat. f
he
sat in the
front
1 seat, the
ship would
be so
light
on
its tailskid that it could easily nose
over i f it taxied a
bit
fast onto a
soft spot on an unpaved runway.
Pilots
and mechanics
accus
tomed to propping
ships fitted
with
regular two-bladed props to
start
their engines found themselves
grabbing at thin
air
the
first few
times they tried propping
a ship
fitted
with
a one-bladed Everel.
Everel sales were fairly
encour
aging in
1937,
but in 1938
Con
tinental, Lycoming, and
Franklin
Cessna and drew
plans
for
an
even
larger single-blader for
300-hp
en
gines.
But
it
was no use,
and he
ended up selling his patent
to
the
Koppers firm.
They
used some el
ements of it in
their
two-bladed
Aeromatic propeller used on some
planes
after World War II.
Upon seeing
an
Everel
in a
museum or reading
about
it, a
present-day homebuilt airplane
enthusiast
might become
excited
and exclaim, "Wow
I'll
have
to
make
one
of those for my
newest
midget racer " But a realistic eval
uation of things
tells us
that
while
the
Everel filled a specialized
need
in the short time it was on the mar
ket,
things have
changed
greatly
since
the
late 1930s. SCimitar-style
propellers
afford a
much simpler
way
to
achieve
modest
changes of
pitch
.
Propellers
made of
alumi
http://www.eaa.org/emailhttp://www.eaa.arg/disclaimer.hrnlhttp://www.eaa.arg/disclaimer.hrnlhttp://www.eaa.org/emailhttp://www.eaa.arg/disclaimer.hrnl
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35/44
<
Like a
recurring
dream that
doesn't quite classify as a nightmare,
yet
nonetheless
leaves
you
feeling
a wee bit disconcerted, I was once
again witnessing a scenario that al
ways puts me
in
a defensive mode.
I was prepared for
the
possibility of
having to say I have
the
controls
as
I aided
the
errant pilot in
the
re
covery of a spin .
Although
the scenario could oc
cur
while
teaching advanced
ma
neuvers,
such as a
chandelle or
lazy-eight, or perhaps while working
through
basic aerobatics, that's not
where I witness it
time
after time.
While it
might
occur
as
a client at
tempts
to
stretch a glide in a simu
lated power failure, or
when
a pilot,
uncomfortable in
the
bank angle of
a steep
turn, unconsciously holds
top
rudder
and
neglects
to
add
power, that's
not
it either.
Instead,
I
witness
this
scenario
on
the
majority of
the
flight reviews
and practical tests that I conduct. It
BY
DOUG STE
WART
Quit
stallin'
Typically the right
wing
falls off
as a result of the gyroscopic preces
sion created
by
the
rapid
pull up,
and rarely is the
pilot
prepared for
this.
Thus she quite
often neglects
the
use of
her
feet as she attempts to
pick
the
wing up with aileron alone,
and
that
is why
I so
often
find my
self
in
a defensive mode whenever I
ask a pilot to demonstrate a stall.
Every time this happens I silently
ask myself,
Why is the
pilot
doing
this? Would he ever find himself
pulling back rapidly
on
the
stick
in
a power-off situation? I
am
sure
the
answer
is
no, yet
why
then does pi
lot after pilot
do
this during a flight
review or practical test? I think
the
answer lies
in the
fact
that the
in
structor
who
first introduced
her to
stalls
found that
the
pilot couldn't
recognize
when
the
airplane
actu
ally stalled. So to counter
this the
instructor encouraged the pilot
to
accelerate the stall,
and
I
am
sure
we will all agree
that
there
is no
way
a stall by saying, Pull back on the
stick,
and the
houses get smaller
keep pulling on the stick, and the
houses get bigger.
Returning to a more serious vein, I
then
state
that
anytime you are pull
ing
back
on the
yoke
but the
nose
of the aircraft is dropping, you are
most likely stalled (obviously this
doesn't
apply
to inverted
flight). I
then go on
to
describe
that
a stall
occurs anytime
the
wing exceeds its
critical angle of attack
and that
this
can
occur at
any
airspeed or attitude.
I describe
the
first hammerhead stall
I flew. Shortly after entering
the
dive
after reversing direction
at the top
of
the
maneuver, I pulled a little too
aggressively
on
the stick
to
recover
from
the
dive,
only
to observe the
airplane's nose (which appeared
to
me to
be
pointed
virtually straight
down) come slightly
forward
and
then
move back even
though
I was
still
pulling
on
the
stick. I
had
in
deed stalled even though the nose
on the
stick,
the
airplane will
most
how sometimes
just a slight relax
proper recovery techniques, it's often
8/20/2019 Vintage Airplane - Jun 2008
36/44
likely stall. But who, other
than
aer
obatic
pilots (and, it
would
seem,
pilots asked
to demonstrate
a stall
on
a flight review or practical test),
would ever do this?
More typically the stall occurs
as
a pilot tries
to maintain
altitude,
by increasing pitch
without
adding
power,
as
he gets low and slow
on
an
approach to
landing. Or perhaps it
occurs
as
he tries to stretch a glide
af-
ter the engine has failed (certainly
no
adding power here to assist).
f
a turn
is
involved, as
in the
base-to-final
turn,
and the
pilot does
not
main
tain coordinated flight,
the
airplane
not
only stalls, but enters a spin.
So
I
would
like
to
suggest
that
you practice stalls more
often
than
once
every other year.
To prevent
your instructor
or
examiner
from
getting
into
a state of
anXiety-and
for you to recognize
not
only when
your airplane is
stalled,
but more
importantly for you to recognize all
the
signals
that your airplane
will
send to you telling you
that
a stall
is
imminent-try
it this
way.
To
begin with, ensure
that
you
have sufficient altitude (2,000 feet
AGL is my
absolute
minimum
for
this). Initially reduce
the
power so
that
you slow the airplane below flap
and
gear speed.
f
you are going
to
practice the
maneuver
in the
land
ing
configuration, lower
your
gear
and
flaps. Further reduce
the
power
to idle power, and allow
the
airplane
to descend either at best glide speed
(if you are practicing
the
maneuver
clean) or final-approach speed. Now
ing of back-pressure
on
the stick gets
rid of
the
buffeting
and
bobbing.
f
a wing drops, see
how
applying op
posite
rudder
will
bring
that
wing
up more efficiently than
the
ailerons
will. Notice
how
if
the
airplane has
a stall
warning
(my
Super Cruiser
doesn't),
that warning might
start
moaning
like a sick cat (if
you're
in
a Cessna) before
the
buffeting
and
that with
slight
addition
of power,
you can
fly all
day
with that
horn
blaring and
not
be stalled.
I had
indeed
stalled
even
though
the
nose
of
the airplane
was pointed almost
straight
down
.
This
experience showed
me
what,
up to
then
,
I had
only
understood
intellectually.
Once you have
recognized
that
the
airplane
is
stalled, see how it will
recover
with
merely a reduction
in
angle of attack.
t is
true
that
we
y -
ically recover from a stall
by
add
ing
full power,
but the addition of
power serves merely to minimize
the
altitude lost
in the
recovery.
t
really
doesn't get
the wing
flying again.
It's
the
reduction in angle of attack
that does that . Practicing
the
recov
the
nose of
their
airplane that gets
stuck
in
the
ground.
Before I end, I would also like
to
discuss power-on stalls. Again,
what
I typically experience pilots doing
as
they
demonstrate the maneuver
is
very similar to
what
I see when they
perform power-off stalls. There
is
a
reduction of power
to
slow
down
a
bit,
and then
quite often
the
pilot
will rapidly add full power while
si-
multaneously qu
ickly
pitching up
into
yet
another
accelerated stall.
Again I ask ...
when would
a
pilot
ever intentionally do this?
I will
admit
that
I once observed
a pilot
do
just
that
in
a botched go
around.
As
a strong crosswind drifted
him
away from
the
runway
and
to
ward a stand of tall trees, rather
than
turning away from the
trees,
he
yanked
hard into
a power-on stall.
Without proper coordination, the
airplane broke
into
a spin
about
70
feet above
the
ground.
As the
wing
tip hit the
ground it cartwheeled,
tearing
off
the engine and empen
nage. Miraculously
the
pilot walked
away from
the
crash. But this type
of mistake
is
quite rare.
What is
unfortunately much more
common is
the following scenario.
A
pilot
will be
approaching an
ob
stacle,
such
as a
mountain
ridge.
In
addition
to
the high
altitude, a
hot, humid,
low-pressure system
is
pushing the density altitude
even
higher. Being on
the
leeward side
of the
mountain ridge,
where the
wind
is
blowing across
the
ridge
and
creating
strong
downdrafts, com
due to
all the
left-turning tenden
8/20/2019 Vintage Airplane - Jun 2008
37/44
cies at work, often spins.
So to prepare you
for how
that
stall might feel, I suggest practicing a
power-on stall in
the
following man
ner. Oust in case it
should
flip
into
an inadvertent
spin, please
ensure
you're flying an airplane approved
for spins ) If you're at all uncomfort
able with
the
idea of practicing this
maneuver, please
bring along your
flight instructor. Reduce your power
to a setting
that
will yield approxi
mately SS percent power. Allow the
speed
to
bleed off, and then once
it has, add enough
back-pressure
to the
yoke
to
slowly climb. As the
speed bleeds off more, slowly roll
into a turn to
the
left while continu
ing
to slowly
add
more back-pres
sure to
the
yoke.
When the airplane does break
into a stall remember
that
if this sce
nario
were real, the engine would
already be making all the power that
it was capable of. Thus you
would
have
no
power left to aid in
the
re
covery of
the
stall.
So
in
your prac
tice of thi s stall
your
recovery will
have to be
without the
addition
of
any more power.
I strongly feel that if pilots prac
ticed
both
power-off
and
power-on
stalls in the manner
I have sug
gested,
they
would be
much
better
prepared
to
recognize the
onset
of
one
of these stalls
and thus
be able
to prevent it. And if by chance they
didn t recognize the
onset, they
would at least be better prepared to
recover once the stall had occurred.
So
please
quit stalling. Go out
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TO G T IT BUILT
AT EAA SPORTAIR
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BY H.G. FRAUTSCHY
THIS MONTH S MYSTERY PLANE COMES TO US ROM THE E ARCHIVES,
ROM WITHIN THE FILES OF TED BUSINGER.
Send your answer
to EAA
Vintage
Airplane
P.O.
Box 3086, Oshkosh,
WI 54903-3086. Your answer needs
to
be
in no l
ater
than
July
15 for
inclusion in t he
September
2008
issue of
Vintage Airplane.
You
can also send your response
via e-mail.
Send your answer to
mysteryplane@eaa.org. Be
sure to
include your name, city,
and
state
in the
body
of
your
note, and put
(Month)
Mystery
Plane in the
subject line.
MARCH'S
MYSTERY ANSWER
moved to
Fairfax
Airport
in Kan
sas City, Kansas,
during
this period.
The
engine was a
three-cylinder,
Szekely SR-3 radial
of
190.4
cubic
inch
displacement
and 45
hp.
Ac
commodations for two side-by-side
References:
Juptner's T-Hangar
ales
and
Aerofiles.com
Other correct answers
were re
ceived from Wesley R. Smith,
mailto:mysteryplane@eaa.orgmailto:mysteryplane@eaa.orghttp:///reader/full/Aerofiles.comhttp:///reader/full/Aerofiles.com
8/20/2019 Vintage Airplane - Jun 2008
39/44
Jack Erickson
State College, Pennsylvania
And a response from Georgia:
The March Mystery Plane
is
the
Liberty
Mono
Poyer Model P-2
of
the
1931 era.
Developed
in
St.
Louis
on
Lambert Field,
the
manu
facturing
operation
was located
in
Kansas City. According
to
all
that
flew it, it was a nice flying airplane.
The original engine was
the
Szekely
SR 3 0
engine rated at 45
hp
.
In
Kansas City,
Guy
Poyer of
fered
to install one of his Poyer
3-45
engines into the
Liberty air
plane,
and
he
thought they
could
achieve a
new
altitude record
with
his engine. (The Poyer
engine had
three
screw-down
cylinder bar
rels
to
raise
the
compression ratio.
They screwed
the
cylinders
down
to
achieve
an
8-to-1 compression ratio
and
put
tetra-ethyl
lead fluid into
the
gas
to boost the
horsepower).
They had
no
idea
how much
horse
power the engine developed.
But
one
afternoon
Bill
Caldwell
flew
the
Liberty
to
a
new
light airplane
record of 17,907 feet.
"All
did not
end well as
later
Caldwell pushed
the envelope of
the
little airplane
doing
'stunting'
and
it broke apart
in the
air.
"The little Poyer engine could have
been a great little engine if it had ever
been produced, but it
was
not."
Doug Rounds
Zebulon, Georgia
Springfield, Illinois
(who
also sent
in
a response
on the Tipton
90-2);
Wayne Muxlow, Minneapolis, Min
nesota; Charles F. Schultz,
Louis
ville,
Kentucky;
and Wayne
Van
Valkenburgh, Jasper, Georgia .
Tipton
90 2
Follow Up
Forrest
Lov
e
ly of Minnesota
dropped
us a
note to
tell us of
the
final disposition of the Tipton,
our
Mystery Plane
this
past December.
What
was
left
of
the
Tipton 90-2
was rusty and well
beyond
repair
able; a few parts were salvaged be
fore
what
little was left was
cut up
for scrap. The
landing
gear,
which
had been
from
an
early Fairchild,
went to
one fellow, and
the throt
tle quadrant was obtained
by
For
rest,
who took
the
time
to
send
us
this
photo.
The safety
of
modem
Mil-Spec
aviation wire
With that classic
"braided and lacquered"
look.
PO Box 51 (107 Woodvi lle
Rd
.)
Wood River Jet, Rl 02894
(401) 364-3839 fax (40 1) 364-3830
www.narragansettreproductions.com
tEl.
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54903-3086.
MISCELLANEOUS
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This VAA
Calendar
of
Events is a fraction of those posted on the newest page on the
EM website.
To
submit an event, or to view the most up to date list, please visit the
EAA
website at www.eaa.orgjcalendar. During 2008, we'll publish this calendar as we transition
to an all-web based calendar for 2009. This list does not const itute approval, sponsorship,
involvement, control or direction
of
any
fly-in, seminar, fly market or other event.
June
6 8 -
Columbia, CA -
Bellanca-Champion
Club West
Coast
Fly-In.
Columbia Airport (022).
The
biggest
and
best gathering
of
Bellancas
- Cruisair,
Cruisemaster,
Viking, Citabria,
Decathlo
Recommended